KOHIMA, CAPITAL CITY OF NAGALAND

NAGALAND: NORTH-EASTERN STATE OF INDIA

LAND SLIDE: ROAD CONDITIONS

MAN-MADE DAMAGE TO THE ENVIRONMENT

HAPHAZARD CONSTRUCTION OVER AGES

UNPLANNED SETTLEMENT

NO SPACE FOR PLAY GROUNDS

CLEAN ROOF TOPS AFTER ARRIVAL OF METRO CABLE

ROUTE PLAN: KOHIMA METRO CABLE

HUBS OF ACTIVITY: NEW SECRETARIATE

SCIENCE COLLEGE

SIESMOLOGICAL SENSITIVE ZONES

KOHIMA METRO CABLE NETWORK OPTION (Maximum Spanning Tree – LEFT & Minimum Spanning Tree – RIGHT)

DRAFT PROPOSAL TO GOVT. OF NAGALAND

AB

F

E

D

C

G

H

J

PHASING OF METRO CABLE PROJECT

SITE PROPOSAL STATIONS, SEGMENTS & PHASING

SCOPE OF ADDITIONAL PROGRAMS

LOCATION: STATION ‘A’ SECRETARIATE

STATION ‘A’ : PLOT AREA SECRETARIAT

ROUTE BETWEEN ‘A’ & ‘B’ STATIONS:

LOCATION: STATION ‘B’ HIGH SCHOOL

STATION ‘B’ : PLOT AREA HIGH SCHOOL

LOCATION: STATION ‘C’ OLD SECRETARIATE

STATION ‘C’ : PLOT AREA OLD SECRETARIATE

ROUTE/TERRAIN BETWEEN STN. ‘B’ & STN. ‘C’

LOCATION: STATION ‘D’ : POLICE HQs

STATION ‘d’ : PLOT AREA POLICE HQs

ROUTE/TERRAIN BETWEEN STATIONS ‘C’ & ‘D’

LOCATION: STATION ‘E’ MINISTER HILL

STATION ‘E’ : PLOT AREA MINISTER HILL

ROUTE/TERRAIN BETWEEN STATION S ‘D’ & ‘E’

LOCATION STATION ‘F’ : PLOT AREA Sc. COLLEGE

STATION ‘F’ : PLOT AREA Sc. COLLEGE

ROUTE/TERRAIN BETWEEN STATION S‘E’ & ‘F’

A. Phase - I Symbol Unit Length

1. High School - Old Secretariat B-C Km 2.90

2. Old Secretariat - Police HQ C-D Km 1.38

Total (A) 4.28

B. Phase - II

3. Secretariat - High School A-B Km 1.71

4. Police HQ - Minister Hill D-E Km 0.87

5. Minister Hill - Science College E-F Km 1.91

Total (B) 4.49

Total (A + B) 8.77

SUMMARY OF THE METRO CABLE PROJECT

Sl.No Parameters

STATIONS

High School Old

SecretariatPolice Hq

1 Land Acquisition required No No No

2 Loss of Private land No No No

3 Loss of Government Land Yes Yes Yes

4 Loss of Community Land No No No

5 Any Encroachment Yes No No

6 Loss of livelihood None None None

7 Number of HHs likely to be affected 10 None None

8

Number of Structures likely to be

affected 1 private building None

2 Govt

buildings

9 Number of trees likely to be affected 7-10 small trees about 100 trees None

10

Loss of Common Properties/ Resources

(CPR) School Playground

11 Any Public amenities to be affected Toilet block None

ATM /toilet and

Taxi stand

12

Any form of stakeholders consultation

conducted No No No

RESETTLEMENT IMPACT AT THE THREE LOCATIONS

ROUTING OF METRO CABLE

ROUTING METRO CABLE

STATIONS & TOWERS : METRO CABLE

STATION & CABLE CAR PARKING

0

500

1000

1500

2000

2500

3000

3500

4000

4500

6 a

m t

o 7

am

7 a

m t

o 8

am

8 a

m t

o 9

am

9 a

m t

o 1

0 a

m

10 a

m t

o 1

1 a

m

11 a

m t

o 1

2 p

m

12 p

m t

o 1

pm

1 p

m t

o 2

pm

2 p

m t

o 3

pm

3 p

m t

o 4

pm

4 p

m t

p 5

pm

5 p

m t

o 6

pm

6 p

m t

o 7

pm

7 p

m t

o 8

pm

Syst

em

Rid

ers

hip

Hour of the Day

SYSTEM RIDERSHIP DURING THE DAY

-

10,000

20,000

30,000

40,000

50,000

60,000

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Rid

ers

hip

Year of Operation

Trip Origin Destination First Year Ridership Fifteenth Year Ridership

High School to Police HQ 29,440 36,160

High School to Old

Secretariat

7,360 9,040

Old Secretariat to Police HQ 7,360 9,040

Total Ridership 44,160 54,240

DISTRIBUTION OF DAILY RIDERSHIP BETWEEN STATIONS

LAND USE Area (Ha) Percent

Residential 533.6 7.85

Commercial 16.83 0.25

Administrative 3065 45.07

Industrial 2.4 0.04

Recreational 3.37 0.05

Transportation 4.6 0.07

Paramilitary Forces, Nagaland Police 36.7 0.54

Agricultural land use 208.63 3.07

Cremation Ground, Burial grounds and water

bodies

3.56 0.05

Jhum cultivation 28.6 0.42

Conservation Area 2897.5 42.61

Total 6,801 100.00

KOHIMA MASTER PLAN AREA, LAND USE 2001

Facts & Figures Bus

Governing Body Private operators

Operating Time8:00 –17:00 hrs

Fleet size 96

Fleet utilization 66

Total Route Length 13 km

No. of routes 12

No. ofStops/stands 10

Average distance between stop 2.5 km

Daily Ridership(pass/day) 16,500

Trips in peak period 59% of total ridership

Capacity(seating/Veh) 20-30

Availability of PT per 10000 0.55

Avg.Age of Vehicle 12 years

SUMMARY OF PRIVATE BUS IN KOHIMA

MEANS OF TRANSPORT UPHILL

[G CO2/PKM]

PLANE

[G CO2/PKM]

Car - diesel >2 l piston capacity 604,14 192,40

Car - gasoline > 2 l piston capacity 780,60 248,60

Electric train n.a. 30,00

Regular bus 120,89 38,50

Ropeways San Agustin (winter 100%) 28,58 23,07

Ropeways San Agustin (summer 100%) 23,41 18,16

ENVIRONMENT IMPACT ASSESSMENT

PROJECT ACTIVITY ANTICIPATED POSITIVE EFFECT ANTICIPATED NEGATIVE EFFECT

Introduction of Metro Cable

car system

Provision of commercial

activities within the station

area

Requirement of land for

storage of construction

materials

Reduction in carbon emissions

Better urban transport planning

Reduction in internal vehicular

traffic congestion

The immediate direct economic

impacts include employment

during construction and operation

phase

Better urban economic,

environmental and living

conditions

More employment generation and

economic development through

Transit oriented commercial

development

Due to the proposed Cable station

at three locations, number of

households residing nearby may be

affected during construction phase

Impacts related to land acquisition

like loss of livelihood; house or

property will be minimized through

adequate compensation.

The affected people need to be

compensated as per the project

entitlement framework.

GENERAL SOCIO ECONOMIC IMPACT

KOHIMA METRO CABLE

AssumptionsIn order to assess the overall financial viability of the project, certain logical assumptions have been

made. These are:

•The gestation period of the project has been assumed to be 2 years from the date of availability of funds.

•Contingencies for the project have been assumed at the rate of 3%.

•Operational hours of the Metro Cable post operation have been assumed to be 14 hours per day.

•It is assumed that the cable car would be running 365 days a year.

•The initial fare has been fixed at the rate of Rs. 6.50 per Km and has been escalated at the rate of 15% every five

years.

•Power expenses have been assumed to be 15% of the Revenue.

•Operating expenses have been assumed @ 5% of the initial project cost, increasing at the rate of 2% every year.

•Maintenance expenses have been assumed to be 1% of the initial project cost escalating at the rate of 5% every

year.

•Depreciation has been provided based on SLV method assuming the project life to be 50 years.

•It is assumed that there would be no income tax liability for the first 10 years on account of tax holiday.

ASSUMPTIONS : KOHIMA METRO CABLEW

S. No. Cost Head Amount (INR)

1 System components 18288,57,455

2 Rotatable spares (1 year) 1956,87,748

3 Demolition / Compensation 450,00,000

4 Civil Work 3403,83,765

5 Stations 10795,15,155

6 Project development/Supervision 2536,68,750

7 Project Consultancy-5% 1871,55,644

8 Preoperative Expenses 180,00,000

9 Insurance 250,00,000

10 Contingency -3% 1191,98,055

Total 40924,66,571

PROJECT COST ESTIMATES

S. No. O&M Cost Head Initial Year

(INR Crores)

Fifteenth Year

(INR Crores)

1 Power Expenses 5.61 9.10

2 Operating Expenses 20.46 27.00

3 Maintenance 4.09 8.10

4 Major Maintenance 0.00 6.14

5 Insurance 2.00 2.64

6 Contingencies 0.96 1.59

Total 33.13 54.58

ANNUAL O&M COSTS : KOHIMA METRO CABLE

TRIP ORIGIN DESTINATION RIDERSHIP DISTANCE (KM) REVENUE (INR)

High School to Police HQ 29,440 4.28 8,19,021

High School to Old

Secretariat

7,360 2.90 1,38,736

Old Secretariat to Police

HQ

7,360 1.38 66,019

Total 44,160 10,23,776

TRIP ORIGIN DESTINATION RIDERSHIP DISTANCE (KM) REVENUE (INR)

High School to Police HQ 36,160 4.28 13,30,977

High School to Old

Secretariat

9,040 2.90 2,25,458

Old Secretariat to Police

HQ

9,040 1.38 1,07,287

Total 54,240 16,63,722

AVERAGE DAILY REVENUE FOR OF OPERATIONS

AVERAGE DAILY REVENUE FOR OF OPERATIONS

Scenario 1: Without JnNURM GrantFollowing rate of return values depict the rate of return on the

project without the JnNURM grant.

•Economic Rate of Return (EIRR): (-) 6.32%

•Financial Rate of Return (FIRR): (-) 7.28%

Scenario 2: With JnNURM GrantWith the introduction of 90% grant to the project by JnNURM, the

rate of return improves significantly

•Economic Rate of Return (EIRR): (+) 21.59%

•Financial Rate of Return (FIRR): (+) 20.96%

FINANCIAL VIABILITY: KOHIMA METRO CABLE

Sl.No Parameters

Station

High School Old

Secretariat

Police

Hq

1 Area available ( Sq.m) 5565 2685 1844

2Area required for

construction ( Sq.m)2234 1820 3242

4Demolition/Acquisition

Area ( Sq.m)482 2085

SUMMERY OF LAND REQUIRED AT THREE LOCATIONS

Sl. No. Location Type of Node Description

1 Phool Bari Commercial

Center

The retail andwholesaleareaof

town

2 NST, High School Jn,

P.R.Hill Jn,Razhu

junction, BOC, and

Traffic Terminals/

intersections

Regional Bus Terminal ,Major

city

Bus stops, Taxi stands

3 High school, Science

school, MLA hostel,

Transportcomm.office,A.

G.Point &NagaHospital

Educational,

Health and Work

Center

Include activities, Hospital,

Educational centers, and

institutional

4 Capital Complex Majorwork center Major administrative center of

the state

FUNCTIONS OF EXISTING TRANSPORT NODES

70.49%

10.64%

6.59%

3.17%

0.01%9.10%

CAR

BUS

TRUCKS

LCV

TRACTOR

NMT

TRAFFIC COMPOSITIONS, LASA 2006

NAME OF LINK / SECTIONAVERAGE JOURNEY SPEED (KMPH)

South(Chainage186 onNH-39)-North(High School junction on NH 61)

Chainage stone 186 on NH-39-CRPF camp Near Lerie 24

CRPF camp to A.G point 17

A.GpointTo P.R hill 17

P.R.HillJunction toPWD Junction 10

P.W.D to TCP gate Junction 24

T.C.Pgate Junction to Razhu Junction 14

RazhuJunction-P. Point 20

P. Point to High School Junction 17

North-South

High School Junction-P. Point 25

P. Point-RazhuJunction 10

RazhuJunction-to-T.C.PgateJunction 10

T.C.Pgate Junction-PWD Junction 24

PWDJunction-P.R.HillJunction 20

P.R.HillJunction-A.GpointJunction 17

A.GpointJunction-CRPF camp 21

TRAVEL SPEED ALONG MAIN ARTERIAL ROAD

Trip Purpose by Taxi (Location-Wise)

TRIP PURPOSE BY TAXI(Location-Wise)

PEAK TIME TRAFFIC

NON-PEAK HOUR TRAFFIC

MANAGEMENT STRUCTURE : KOHIMA METRO CABLE

STATION ‘B’ : PLATFORM PLAN

STATION ‘B’ : SECTION ‘A’ & ‘B’

STATION ‘C’ : PLATFORM PLAN

STATION ‘C’ : SECTION ‘A’ & ‘B’

STATION ‘D’ : PLATFORM PLAN

STATION ‘D’ : SECTION ‘A’ & ‘B’